Truck crane



May 12, 1953 w. J. PERKINS 2,638,232

TRUCK CRANE Filed April 8, 1946 2 Sheets-Sheet l INV ENTOR ATTORNEY May 12 1953 w, PERK|N$ 2,638,232

7 TRUCK CRANE Filed April s, 1946 2 Sheets-Sheet 2 iNvEN'r R BY M- 4% ATTORNEY Patented May 12, i953 TRUOK CRANE William J. Perkins, Cedar. Grove, N. J assignor to Harnischfeger Corporation, Milwaukee, Wis., a corporation of Wisconsin Application April 8, 1946, Serial No. 660,529 4 Claims. (01. 212-28) This invention relates to vehicle mounted revolving cranes or ,so-called truck mounted cranes in which a vehicle of the automotive type acts as a carrier for a revolving crane and it resides more specifically in a combination with such a vehicle mounted crane of a. dual control system for said vehicle by which an operator may control movement of the vehicle while located either in the cab of the crane or at the usual vehicle drivers seat.

An object of this invention is to provide a dual control system for an apparatus of the type herein described which will permit the use of an independently powered crane and an independently powered vehicle, each capable of the full versatility of function of independently powered units and at the same time to place within the control of an operator located in the crane cab certain of the important movement functions of the vehicle. I

Another object of this invention is to provide a dual control system which renders safe the control of the vehicle from the crane cab.

Another object of this invention is to provide a dual control operable from either the crane cab or the vehicle drivers seat without interference with the functioning of either crane or vehicle when operated in normal manner.

Heretofore truck mounted cranes have been constructed and used in which operation of the vehicle has required the presence of an operator in the vehicle drivers seat and when the crane is being operated the presence of an operator in the crane cab. With such an apparatus two operators are required in order to make available the full facility of movement of which the machine is capable or if only one operator is available he must continually'move back and forth between the crane cab and the vehicle driver's seat. I

' In order to avoid the necessity for two operators or the inconvenience of moving from the crane cab to the vehicle driver's seat, cranes have been constructed in which the propelling mechanism for both the crane and the vehicle is contained within the crane cab. In this arrange: ment the operator remains at all times within the crane cab in controlling the apparatus but neither crane nor vehicle has the full versatility of function which is obtained when these two parts of the apparatus are independently pow-. ered.

.In accordance with the present invention an independently powered crane mounted upon an independently powered truck may be controlled 2 e by an operator so as to move the vehicle "without need for the operator leaving the crane cab. This invention is herein described by refer ence to the accompanying drawings forming a part hereof and in which there is set forth. by way of illustration and not of limitation one form in which the apparatus of this invention may be embodied.

In the drawings:

Fig. 1 is a side view in elevation withparts broken away and in section showing in outline one form in which the apparatus of this inv'en tion may be embodied, and

Fig. 2 is a diagrammatic showing of tiheelectric and pneumatic circuits of the dual control apparatus incorporated in the apparatus shown at Fi 1.

The form of the apparatus of this invention shown in the drawings comprises as appears in Fig. 1 a vehicle, generally designated l, upon which a revolvable crane, generally designated 2, is mounted. The vehicle l is of the automotive type made up of a frame 3 supported by rear pneumatic driving wheels 4 and front pneumatic steering wheels 5. Mounted at the front end of the frame 3 is an engine or power plant 6 bay ing a clutch enclosed at! and a transmission 8. The output of the transmission 8 is connected by means not shown with the rear driving wheels I in conventional manner. Situated above the power plant 6 and to one side thereof is a vehi cle operators cab 9 containing the usual automative vehicle control instrumentalities.

The crane 2 is of conventional construction, being provided with a cab l0, counterweighted at H and mounted for rotation upon a roller. circle 12 as shown. A boom l3 shownlin fragmentaryform extends from the cab ID in the usual fashion and is engaged by hoisting lines of well known form, not shown, operated by an independently powered mechanism of the usual type, contained within the cab 10 and not shown. In order to permit an operator stationed withj in the cab .10 to manipulate the controls of the. vehicle I the circuit arrangement illustrated in Fig. 2 is employed. For this purpose front wheels 5, carried upon steeringknuckles l4,

mounted in the ends of a front axle I51 in usual? manner are connected by means of a steering arm I6 with a pneumatic operating cylinder ,ll. The cylinder l1 constitutes an actuating means for the steering mechanism of the vehicle l ins; dependent of. and supplementary to the conventional steering mechanism operated by; a steering wheel not shown within the cab 9. The e steering cylinder I! as shown in Fig. 2 is of the double acting type connected by means of a conduit 8 with an electrically operated valve at one end, and by means of a conduit 29 with an electrically operated valve 2! at the opposite end.

Valves l9 and 2! are in turn connected respectively by pipes 22 and 23 with an air supply manifold 24 which is furnished with air under pressure from a fil not fsh'own. The valves i9 and 2| when current is applied to the windings thereof move to connect the air supply manifold 24 with the respective ends of cylinder i7. When the windings of valves l9 and 2i are not entitled the pipes 22 and 23 are shut tightly and the pipes I8 and are vented to the atmosphere. It will be apparent from the foregoing that a steering motion may be imparted to the vehicle Wheels 5 by selective excitation of the windings er valves l9 and 2| while normal steering may be performed without interference from the tyne-eell1 when the valves l9 and 2! are closed. v I

the peee ofco'ntrolling vanes s and; 2! a circ'iiit ee" on is provided extending from the vehicle b e1" 25- through a my ch 25 pi -er era-tit inscribed on the vehicleinstiumen't panel witnn; the tab 9 and thence threugn e lead in, e ie "it the lead 29 re the windings er are valves were 21 as shown. The w-indihg of valve 19 is connected in turn through a lead (it which extends to a commutator ring iii mounted at the egretatieii or meerane 2, thence through a rese az re a Stat n as mou teaupen a eeri trol primer :4 within theerane eat; it. fliheswitjch 3 3 is connected in turn irou'gh lead with the r debut 'enee'baek tothe ground connection at t til -Battery 25-. n; this way upon eieemer the switch as veiv'e I9 is caused teopen thus moving the steering mechanism controlling the s 5" in one direction. In similarfa'shion a we 31 'irtends 'rr'eij 'th winning of valve 2%: to a tmnlut tor ring at and thence by a lead 39 to a s air it in t 'ranecab al'so connected to oiind'thrqfigh the'la'dfi. Closure'of switch 40 "er valve zl thusmev file the stfee'ring mech nism controlling me fs'ite direction, I

'eefitren g the "clutch" 7' an is meunteu en nsmlssion case Q and connected by means 2; a clutch 'thiOw-out lever s 'biased in'euetetnery in nne'r in 2 "which pes aien sngaged; Upon e pen' en er the I2 is nrevee to the left "to cause t' er the-clutch.

v 'tr i'ca y acttiatdvaive fwhich i's ed in turn by pipe =46 with use air "supply circ e 24 Whenth'e ii-Nets iscl' eda in he clutch lever 431th 'hd f-is connected at its" opposite enaby means er a lead n with a mam-ea er joined in tumby "a lead 69 1th *a' switch 50 1t! 'd in th erehe eeb. Sw-i-tcl 5 3 -is- "co'-nneeted e'uewn t ugh the lead ts was the greens. hen an operator closes "switch tc' clutch i s diseriliel and r'e'nra in'sso asdor'fgas the so is ia-e eseda in order to D'frn'i-t "th" iterate;- in

"Geese ed unit-M is connected "b'y tree e "425, supplied "through lead $29 atone" ring 48 whichfis shifting member 5| is connected thereto as shown the same being capable of occupying a neutral position designated by the letter N in Fig. 2 and similarly designated forward and reverse driving positions on opposite sides of the neutral position. The shift rod for low forward and reverse gearing of the transmission 8 is connectedto the lever 5| by rod I29, which is secured to and forms a simple extension of the shift r6'd lit or transmission 8. The transmis sion 8 is a conventional truck transmission haviiig shift rods in addition to the shift rod I28, for controlling gears of the transmission 8 other than the particular reverse and forward gears which are engaged and disengaged by shifting of the rod I28. The member 5! is pivotally mounted and engages by" airoperated shifting units 52 and 53 mounted as shown. The units 52 and 53 constitute a double acting fluid operated motor. Unit 53' is joined by a pipe 54 with an electrically operated valve 55 connected in turn through pipe 55 with the air supply manifold 25. similar fashion unit 52 is connected by nine 5! with an electrically operated valve 58 which commu nice-res inturntnrough pipe '59 with the ma i= fold 25. valves 55 and 58 when nee-ea vent the pipes 54 and 51 respectively.

Electric current for operating valves is arranged to be supplied through lead 28 a lead to which joins with a sw I h in of the new mally open type positioned as shown so as to be engaged by an actuator' fi earned on the clutch operating rod 4 2. S'Wi'tchffii is arranged to he closed era 1y when clutch 7 is in disengaged pose ti'oi 'i. A lead '63 extends as shown from the swi h e; to winding-e er valves 5% an $8. The s posite end -the wind'ng of valve 55 is connected a lead commutator ring 65 and :a lead 56 with a switch 6-! located in the crane can; Switch is connected in turn by means of lead 35 with the ground thus permitting the epereter erasure of switch 3 to-c'ause movement of the transmission "Shifting member B l toward the re= verse driving? position. in similar fashion the winding of valve 58 connectedbv readsmealn tater ring es and to with a switch 11 is;

55 em a: a

by lead 35 ith t e emu-ha. cieem-e-erswi i1" or will ca se movement of the transiler'nber ti toward a forward position. is to be noted, however, that no mevemem off He mem er in can tecaused by eiesure er switches' at H unless clutch 1' in disengage posfitibn's' "u 6% ea- Oldtil to bring the 'sli rm-fig member '51 to neutral position a switch a ierneunr a as shown and eenneeteutg t e men-leer 51 to the m'v'en thereby. sweet-i revid'edwitn terminal 18- ena 14- which iare felectrical l" cimeuwhen h 51- re "in' rearward driving position a with a terminal 15 which is electrically joined with the terrain 13' when the member t l is "in re meal-iv ng'poeitien. "vvnen-tne=memieer5ias in en l position an-contacted switehfii open. Te minate dined'by aie'au conifer-hater ring 1": which is joined in turn cy means-er the lead 18 wither switch it 'inotintedin the era art- 7 s'byeirepe or'ir'r titeera eea when 1 v is in neutral position is when effect s'iii'cetl'ie t' 1 ,trically connected with lead so which joins with lead 54 and. this will cause valve 55 to open thus supplying air tounit 53,. causing member I. to

move away from the forward position. This movement continues until switch I2 disengages terminals 13 and I5 upon arrival of member 5| in the neutral position. The member 5I thus stops in neutral position regardless of continued closure of switch I9. In similar fashion if the .member 5| be in reverse position, closure of switch 19 completes a circuit through leads 16, 8I

and 68 causing valve 58 to be opened as long as necessary to move the member 5I from reverse or electrically interlocked with switches 91, I I and 19, so as to be closed by closure of the same.

In order to permit the operator in the crane cab to control a brake 82 on the vehicle I an air operating unit 83 may be mounted as diagrammatically indicatedin Fig. 2 and connected by means of a pipe 04 with a three-way valve 85 which communicates in turn under conditions to be described through pipe 86 with electrically operated valve 81. Valve 81 is joined in turn through pipe 88 with the air supply manifold 24. The winding of valve 81 derives its current through lead 29 and the opposite end of said winding is joined by a lead 89 with a commutator ring 90 and a lead 9| with a switch 92. Switch 92 with the ground. In this way an operator in the crane cab by closure of the switch 92 may cause application of the brake 82.

is connected as shown bymeans of the lead tions of the crane 2 may thus at the same time ator stationed in the cab 9 of the vehicle I by actuation'of the brake pedal 93. Pedal 93 is arranged to operate an air valve 94 connected by pipe 95 with a source of air under pressure not shown and to supply said air through a pipe 96 to the three-way valve 85. Valve 85 is of the well known self-shifting type so arranged as to deliver into pipe 84 air supply through either pipe 86 or 95 and to remain so shifted for venting purposes until a pressure impulse is received, at its alternate inlet.

In order to warn an operator situated either at the vehicle operator's station or the crane operators station that an inadequate air supply is available for proper functioning of the controls a pressure switch 91 is connected to the air manifold 24 as shown. Switch 91 is arranged to be closed when air pressure in manifold 24 drops below an adequate level. Closure of switch 91 establishes a circuit from lead 28 through lead 98 and lead 99 with the warning signal I00 located in the vehicle cab 9 on the one hand and through commutator ring WI and lead I02 with a warning signal I03 located in the crane cab.

The vehicle horn I04 may also be connected as shown through a lead I05, commutator ring I08 and lead I01 with a horn button I08 located in the crane cab.

For the purpose of controlling the stopping and starting of engine Ii the ignition coil I09 may be connected by means of a lead IIO with a commutator ring I II and thence through a lead II2 with switch II3. Switch H3 is connected in turn through lead II4, commutator ring H5 and lead I IS with switch 25 so as to provide current for operation of ignition coil I09.

Current supplied through lead I I4 also may be controlled by a switch comparatively low speeds.

II'I so as to actuate the starter II8 of engine Ii by means of connection II9, commutator ring I20 and lead I2I.

In order to insure that electrical ground connection exists between the crane 2 and the vehicle I a lead I23 grounded at I22 in the vehicle as indicated in Fig. 2 is joined with a commutator ring I24 and thence by lead I25 with a ground connection I26 securely made on the frame of the crane 2. The several leads constituting control connections between the vehicle I and the crane 2 maybe brought together in the former a cable diagrammatically indicated by dotted lines at I 21 in Fig. l.

When in use the apparatus may be moved to the site where work is to be performed by an operator controlling the vehicle in customary .manner from the drivers positionin thevehicle .cab 9. Upon reaching the site the operator may then leave the vehicle cab 9 first closing the switch 20 before departing and may take up his position in the crane cab I0. Upon doing so the operator retains suflicient control over the vehicle I so that it may be moved in either direction of movement andcan be steered. Preferably the rate of movement of the vehicle I when controlled from the crane cab is kept at a low value, the same being determined by the fuel throttle setting made with the usual control in the vehicle cab 9 before the operator leaves the vehicle cab 9. The forward and reverse drivin speeds of the transmission 8, subject to selection by the operator while in the crane cab I0 are The operator while performing the usual funcmove about through control of the vehicle I. The need for two operators is thus dispensed with and at the same time the versatility of function which derives from the use of an independently powered crane and vehicle is preserved. The control thus provided is safe, being protected against shifting of the transmission unless the clutch is disengaged. When not in use the dual control in no wise interferes with the conventional control of the vehicle I from the cab 9 because valves I9, 2|, 45, 55 and 58 all vent their respective air operators when in closed position.

I claim:

1. In a self-propelled mounting for a. crane the combination comprising a vehicle frame of the automotive type, a prime mover mounted on said frame, propulsion wheels mounted beneath said frame in supporting relation thereto, transmission means drivingly connecting said prime mover to said propulsion wheels, said transmission means including shiftable driving controls, a horizontally disposed fully revolvable crane-cab support mounted on said frame, a source of control-actuating power mounted on said frame, a shifting motor cooperatively engaging said shiftable driving controls, an electrically actuatable power admitting means mounted on said frame joining said shifting motor to said source of control-actuating power adapted to admit and terminate the admission of control-actuating power to said shifting motor to cause said shifting motor to shift said shiftable driving controls in response to electrical energy supplied to said electrically actuated power admitting means, electrical switch means mounted on said crane-cab support revolvable therewith, and electric circuit connections joining said electrical switch means through a source of electric power to said electrically actuatable power admitting means whereby said of compressed air, the shiftingvmotor is a 'pneumatic 'motor, and the electricall actuatable power admitting means ,isan electro-magnetically actuated valve.

4. in a self-propelled steerable transporting apparatus for a" crane" 'of the full "revolving type the combination comprising a vehicle Jframe of the automotive type, driving "wheels in supportingand'driving relation to said frame, steerable wheels in "supporting and steering *rela'tioni to said frame, an engine mounted on said *fr'ameqa transmission mounted-on :said' frame, 'axclutch mounted "on said-frame in coupling relation' between said engine and "transmission, power "transmitting *means forming a drivin connection betwoensaid transmissionand said driving wheels, brakes mounted on and operative [to resist'rotation'ef a't l'eastsomeof said wheels, a fully 'revolva ole erane cab support mounted on said frame =revclvab'le'abouta vertical axis a control panel mounted' on vandrevolvablewith s'a i-d 'revcl-va/ble ucrane-cab support including a plurality-cfcontrol switches; a plurality o'f electrical commutating means --concentricallv disposedwith :respect tdfithe axisot revolutioivo'f said crane-cahsupport;air-operated electrically controllable mlutch actuating ineans adapted to disengage and 'ri-engage said clutch, electrical 8 lutch. con r lc cu t j e ti n extend n from on or sai tro it h thr u sa 9mmutating means to said clutch actuating means, air operated electrically controllable transmission shifting means adapted to shiftsaid transmission to and'from a neutral position and forward and reverse traveling positions, electrical transmission control circuit connections extending from another of saidcontrol switches through said commutating means to said transmission shifting means, air a actuated electrically controllable steering means adapted to cause steeringmovement of said steerable wheels, electrical control circuit connections extending from another of said control switches through said .Commutating means to said steering meansalr actuated electrically controllable brake applying means adapted to cause engagement and dise a ement of said brake a'nd electrical control circuit connections extending from; another of said control switches through said commutating means to said brake applying means, whereby said several control switches may be operated to cause said transporting apparatus to execute and terminate the execution of steerable traveling movement irrespective of the angular'position of said -revo'lvable crane-cab support or revolving motion "on the part of ;-the same.

J. PERKINS.

:Referenccs Cited in the file-of this .patent UNITED STATES PATENTS Number Name I Date 1,408,263 Br-un Feb. 28, 1922 2,;0&3,460 ,Lj-ung'kull JunerS, 1937 ,2,'1 57,3,?-6 Zellman ,{May 9, 1939 2,254,083 Nickles et al. ;Aug, 26,, 19, 11 2,328,606 Bo1dt r 'Sept. 7, 1-943 r 2 343,800 Ranch V ,lV Iar. 7,1244 2,383,152 I Wagneret al. Aug. 21,1345 2,465,508 Barnhart ;Mar. 29, 1 949 

